Power transmission



c. A. NERACHER ET Al. 4VW-9,863

POWER TRANSMI SS ION sept. 13, 193s.

5 Sheets-Sheet 1 Filed NOV. 14, 1934 6 /fff f E5.

INVENTORS.

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l ATTORNEYS ISept. 13, 1938. c. A. NERACHER x-:T Al. 2,129,863

POWER TRANSMI SS ION Filed Nov. 14, 1934 5 Sheets-Sheet 2 INVENTOR. Carl l?. Nrac/9e); '776270 Z4/all.

M1/@fm ATTORNEYS Sept. 13, 1938. c. A. NERACHER ET AL POWER TRANSMISSION Filed Nov. 14, 1934 l 5 sheets-sheet s -L- E v E- INVENTORS.l

BY OZMM i @KRNEYS Sept 13, 1938. c. A. NERACHER ET Ax. 2,129,863

POWER TRANSMI S S ION Filed NOV. 14, 1934 5 Sheets-Sheet 4 11 Ta .2,3 T= ff@ l l 60a Sept. 13, 1938. c. A. Nr-:RACHER ET A1. 2,129,863

POWER TRANSMISSION 5 Sheets-Sheet 5 Filed Nov. 14, 1934 INVENTORS.

BY M 1' @l/Towns Patented Sept. 13, 1938 PoWER TRANSMISSION Carl A. Neracher, Detroit, and Teno Iavelli, Dearborn, Mich., assignors to Chrysler Corporation, Detroit, Mich., a. corporation of Delaware Application November 14, 1934, Serial No. 752,945

46 Claims.

This invention relates to power transmission devices and refers more particularly to improvements in power transmission devices or systems especially adapted for use in connection with 5 motor vehicles, although not necessarily limited thereto.

Our invention, in certain more limited aspects thereof, provides improvements in the drive and control for power transmission systems of the type including the well-known epicyclic or planetary transmission gear box. With such planetary transmissions, it is customary to arrange the gearing to provide for the desired number of speed ratios between the engine and vehicle driving ground wheels and such gearing is customarily selected and controlled to obtain the desired speed ratio by actuation of any one of a group of transmission gearing vcontrolling clutches usually consisting of reaction brake bands associated with and controlling the rotation of corresponding drums or similar elements of the various planetary gear trains.

One object of our invention resides in the provision of an improved selector and actuating mechanism for obtaining the several speed ratios provided by the transmission ory other speed changing mechanism, the latter preferably being of the planetary gear type although not necessarily limited thereto in the broader aspects of our invention.

.A further object of our invention resides in the provision oi improved controls and actuating mechanism for selecting and manipulating the various gear trains of a transmission, particularly a4 planetary type of transmission, whereby means is provided responsive to manual control for automatically bringing about a complete cycle of gear ratio change. Thus, in one embodiment of our invention we have provided fluid pressure actuating means responsive to operation of manual control for rst releasing the rotary drum of one of the planetary gear trains and then braking another drum associated with the transmission for establishing a further gear ratio drive for the motor vehicle.

In carrying out the above objects of our invention, we have provided a common actuator or prime mover which may be of the fluid pressure type for applying the necessary force to the\braking devices in order to control the rotation of the desired drum of the planetary gearing, a selector mechanism being provided under manual control of the vehicle driver for selectively causing the common actuator to apply a braking force to the proper drum. This actuator may be of the :uid pressure type adapted for operation by oil pressure, air pressure either above r below atmospheric pressure, or other equivalent systems. We prefer, according to the teachings of this phase of our invention, to provide for energizing the actuator by oil pressure.

A further object of our invention resides in the provision of an improved selector mechanism for use with speed ratio changing mechanisms of the character aforesaid. In one embodiment of 10 our invention this selector mechanism maybe operated by iiuid pressure under manual adjustment or control, the mechanism further including a novel manual control means for progressively cutting off the supply of fluid pressure, adjust- 1B ing the selector mechanism to a new position of speed ratio control, and then cutting in the supply of fluid pressure preferably by one continuous series or progression of manual control movement in effecting a speed ratio change in the driving mechanism.

A further object of our invention is to provide improved transmission control means incorporating a fluid pressure controlling valve adapted for manual operation selectively by the vehicle operator at a plurality of different points of control as by a hand and a foot of the operator;

Another object of our invention resides in the provision of improved' means for applying the brakingorce selectively to the various braking devices of the planetary gear trains, this means including a shaft or other operating element adapted 'for rotary selective adjustment and for reciprocating movement in an improved and simplified manner to release and actuate the various braking devices. According to our preferred embodiment, this shaft is formed with a plurality of circumerentially and longitudinally spaced sets of rack-like teeth respectively adapted for actuating the braking devices.

A further object of our invention resides in the provision of Aimproved means, preferably in the form of an oppositely threaded screw, associated with each of the braking devices and cooperating with the aforesaid operating shaft to actuate the braking devices; also in the provision of improved adjusting means for the brake or clutch bands of the planetary gear sets and further in the provision of simplified and improved means insuring proper alignment of the rack teeth and the teeth of the various threaded screws for the lbraking devices.

Another object of our invention is to provide a novel manually operable transmission control auxiliary or supplemental to the normal or main transmission controlling system whereby, on any failure of the latter system, the auxiliary control may be readily operated under manual control to effect a drive through the transmission in at least one speed ratio thereof until the main system may be repaired or in preference to use of the main system.

An additional object of our invention resides in the provision of improved fluid pressure operating means to furnish the necessaryfpower to operate the several speed ratio controlling devices or braking means in the case of a planetary transmission. While this power actuating means is preferably arranged to actuate these devices, another prime mover preferably in the form of one or more springs is provided for the release of the devices.

A planetary type of transmission presents a number of advantages over the more conventional sliding gear types of transmissions, and our invention is therefore primarily directed toward planetary types of transmissions and power transmission systems employing planetary gear speed ratio controlling devices although, as aforesaid, the fundamental principles of our invention may, if desired, be employed in connection with transmissions of other types including the aforesaid sliding gear types of transmissions. By way of example in connection with the aforesaid advantages of the planetary transmission over more conventional types, it may be noted that the planetary transmission especially when used in conjunction with a fluid type of clutch between the engine and transmission permits gear changes without the necessity of releasing the heretofore conventional main clutch between the engine and transmission so as to obtain relatively quick gear changes and faster acceleration of the motor vehicle. This is made possible by reason of the fact that the braking devices associated with the planetary gear trains may quickly operate, the iluid clutch smoothing the shock of the gear change by reason of its inherent slipping qualities.

Further objects and advantages of our invention will be apparent from the following detailed description of one illustrative embodiment of the principles of our invention, reference being had to the accompanying drawings, in which:

Fig. 1 is a side elevational view somewhat diagrammatic in form illustrating our power transmission mechanism as a whole, the manual control for the auxiliary transmission operating mechanism being shown in cross-section.

Fig. 1A is a detailed sectional plan view along the line iA-IA of Fig. l showing somewhat diagrammatically the arrangement of the motor vehicle foot controls.

Fig. 2 is a detail sectional View along the line 2-2 of Fig. 1 showing the manually controlled selector mechanism.

Fig. 3 is a sectional View of the Fig. 2 mechanism taken along line 3 3 of Fig. 2.

Fig. 4'is a detail sectional plan view along the line 4 4 of Fig. 1 showing the steering post mounting for certain of the selector operating connections.

Fig. 5 is a side elevational view of the parts shown in Fig. 4.

Fig. 6 is an enlarged top plan view of the transmission and iluid clutch with parts thereof broken away to show the operating structure.

Fig. 7 is a sectional elevational view through the transmission illustrating one of the speed ratio controlling devices and parts associated therewith, the section being taken along the line 1-1 of Fig. 6.

Fig. 8 is a sectional bottom plan view along the line 6-8 of Fig. 7 showing the rack teeth aligning mechanism for the gear segments of the brake band operating screws.

Fig. 9 is a sectional top plan view along the line 9-9 of Fig. '7 showing the adjusting means for the brake bands.

Fig. 10 is a sectional side elevational view of the selector rack shaft operating mechanism taken along the line |0| 0 of Fig. 6.

Fig. 11 is a sectional view along the line i of Fig. 10 showing the fluid pressure control valve.

Fig. 12 is a sectional view along line |2|2 of Fig. 10 illustrating the selector rack operating means for the direct speed ratio controlling device.

Fig. 13 is a detail sectional view along line |3|3 of Fig. 12 showing the selector rack shaft rotating device.

Fig. 14 is a detail sectional view along the line lll-i4 of Fig. 6 illustrating the selector rack shaft aligning means.

Fig. 15 is a detail sectional view along the line lE-IS of Fig. 10 showing the connection between the fluid operating piston and the selector rack shaft operated thereby.

Referring to the drawings, we have illustrated our invention in connection with a motor vehicle drive, this drive including a prime mover or engine A, a portion of which is shown in Fig. 1, a main clutch B driven from the engine and a change speed transmission or gear box C driven from the clutch B. The drive passes from the transmission through a power take-off shaft 2li which, as usual, may extend rearwardly of the vehicie to drive the usual ground wheels (not shown).

The clutch B may be of any suitable construction for controlling the drive between engine A and transmission C, this clutch being illustrated in Figs. l and 6 in the form of a fluid coupling type having the usual driving and driven cooperating vane members 2| and 22, respectively. The driving vane member 2| is carried by the engine flywheel 23, the latter being connected as usual with the rear end of the engine crankshaft 261. The driven vane member 22 is connected at 25 to a flange 26 of the driven shaft 21, this shaft having a forward extension 28 piloted in the rear end of the crankshaft 2H. The driven shaft 2l extends rearwardly to drive the power take-ofi shaft 20 through the intermediary of the various gear trains of transmission C.

Where the power means for operating the transmission is afforded by a fluid such as oil under pressure, the pump for placing the oil under pressure is preferably operated from the engine so as to maintain the fluid pressure even when the engine is idling. It is, therefore, preferred to provide a pump drive from the driving clutch member 2| rather than the driven clutch member 22 inasmuch as the latter may be stationary under certain conditions of vehicle operation such as when the vehicle is standing still with the engine idling.

This drive may be provided by reason of a driving sleeve or hollow shaft 29 mounted on the shaft 21 but rotatable independently thereof. The sleeve 29 has a hub or ange 30 connected at 2| with the driving vane member 3| of the clutch B so that even when the driven vane member 22 is not being operated from the driving member 2|, the sleeve 29 will be rotatably driven The pump drive from sleeve 29 vwill be more apparent` hereinafter. v

We have illustrated a fluid type of clutch B since a clutch of this character has a number of advantages in connection witha transmission of the planetary gear type C. Thus, the uid ployed and may be .manually operated or autol matically operated by the well-known commercial type of. vacuum clutch'releasingmechanism as will be readily understood.

We have illustrated the change speed transmission C as the epicyclic or planetary type, this general form of transmission being well-known in the art and, as usual, includes a plurality of transmission speed ratio controlling clutches or brakes 32, 33,34 and 35, these braking devices being respectively adapted to actuate the transmission in its irst speed ratio or low gear, second speed ratio or intermediate gear, third speed ratio or direct drive, and reverse drive.

The typical brake deviceillustrated in Fig. 7 consists of an outer band 36 which substantially surrounds the drum 31, the band being provided with friction braking material 38 carried by the band and adapted for frictional engagement with drum 31. The band 36 has its ends formed with laterally projecting actuating flanges 39 and 40 positioned adjacent each other, means being provided to move the band ends toward each other to contract the band 36 for causing the friction :material 38 to brake rotary drum 31, the band having sufcient inherent resilience to expand away from contact with the drum'when the actuating means is relieved at the ilanged ends 39 and 40. In Fig. 7 the reverse speed ratio braking device 35 is illustrated in its inoperative position whereby the drum 31 is free to rotate through operation of the planetary gear set 4l somewhat diagrammatically illustrated in association with the drum 31. When the braking device 35 is actuated by contracting the band 36, the` drum 31 is held against rotation, the driven shaft 20 in such instance being operated through the planetary gearing 4I to provide the reverse drive for the motor vehicle.

In order to anchor the band 36 and to substantially equalize the braking forces applied .to drum 31 around the. periphery thereof so as to substantially avoid a tendency toward lateral loading of the drum and planetary gearing transverse to the axis ofthe drum, we have provided the band with a circumferentially spaced pair of anchoring ilanges 42. The anges 42 are connected through links 43 with the levers 44 pivotally mounted at 45 with the supporting brackets i6 of the transmission side cover casing 41, the levers 44 being interlocked at 48 so that movement of one of the flanges 42 will be transmitted through the pivotal levers 44 and the links 4 3 to the other portion of the band associated with the anchoring device. The links 43 are thus 'pivotally connected at their opposite ends respectively with theanchors 42 and levers 44. In order tomaintain a yielding tension in the links and levers to prevent their rattling and also to exert a yielding expanding. action on band 36, we have provided a ribbon-like spring 49jwhich passes over the brackets 46 and'which has its opposite end anchored to the pivots at. the opposite ends ofthe links 43. Y

In order to support the brake band assembly as a whole and to limit outward expansionv of the brake band, We have provided the lugs or stops 36, 36b which project inwardly of the transmission casing as shown in Fig. 7.

-The third speed clutching device 34 is arranged .for a direct drive through `the transmission and diifers somewhat from the braking devices 32, 33 and 35 in that the clutching device 34 has its rotary element or drum 50 of the cone type adapted for clutching action by frictional engagement with an axially movable cone clutch member 5l.v v'I'his cone member 5I is adjustable by a collar 52 having pins 53 engaged by the yoked end 54 of an actuating lever 55 pivotally mounted by pins 56 (see Figs. 6 and 12) secured by fasteners 51 to the transmission transverse'housing or casing 58. The opposite end of lever is formed with gear teeth 59, the purpose of which will presently be more apparent. Forward movement of the cone clutch member 5I is limited by engagement of the lever extension shoulder 55a with a normally xed lever stop 55h, an added function of which will be presently described.

The side 60 of the transmission casing is provided with the vertically spaced inwardly extending supporting brackets 62 and 63, these brackets being formed with co-axial openings 64 and 65, respectively. Splined within the openings 64 and 65 are the nuts 66 and 61 and these nuts in turn are axially and oppositely threaded to receive the threaded ends 68 and 69 of an operating oscillatory shaft or screw ill.

The shaft 10 extends through openings 1l and 12 respectively formed in the band flanges 39 and 40, these openings preferably having considerable clearance with shaft 'lil so as not to bind on the shaft Whenthe band is contracted and expanded. In order to transmit the thrust of the nut 62 and 63 to the anges 39 and 40,

'we haveprovided the intermediate Washers 13 and 14, these washers. having lower flat faces engaging the rounded top edges of the respective The operating shaft 10 of the reverse braking device 35 has its portion thereof intermediate the band ends `39 and l0 formed with an arcuate portion of a gear, the gear teeth being designated at 15, the means for oscillating the shaft 'lll through the teeth 15 being more particularly hereinafter described.

In operation of the reverse Speed controlling device or brake 35 -as thus far described, it will bel apparent that when the shaft 10 is given a rotary movement, such movement operates through the oppositely threaded ends of the shaft to cause the nuts 66 and 61 to move inwardly toward each other in their splined openings 64 and' 65 respectively, this movement acting through washers 13 and 14 to contract the band ends 39 and 4U whereby the reversedrum 31 has its rotation checked for establishing the reverse drive through the transmission. When the shaft 10. is rotated in the opposite direction the nuts 66 and 81 are moved away from each other and the band 3B is expanded to permit the drum 31 to again rotate and thereby relieve the drive through the transmission controlling device 35.

In order to avoid repetition, wehave not illustrated all of the details of the brake operating means associated with the controlling devices 32 and 33, it being understood that this operating means is similar to that described in connection with the controlling device 35. For convenience of reference the operating shaft or screw for the first speed braking device is designated as 15 and the corresponding shaft for the second speed braking device 33 is designated as 1|]b as best shown in Fig. 6. 'I'he segmental gear teeth associated with these shafts is respectively designated as 15a and 15b. As will be more apparent presently the teeth 15, 15, 15b and 5S are adapted to be selectively operated in order to selectively control the engagement and release of the respective speed ratio controlling devices 35, 32, 33, and 34.

We will next describe the common operating means or actuating element which is adapted for selective engagement under manual control with the aforesaid gear segments 15, 15, l5J and 59 for respectively operating the speed ratio controlling devices 35, 32, 33 and 34 and also for establishing a neutral condition in the transmission. In the case of the third speed gear segment 59, the actuating element actually engages the single tooth segment 5ta carried by a lever 59b pivotally supported (see Fig. 12) by a pin or shaft 59C journalled in bearings 55d carried by the casing 58. The inner end of lever 59h has a toothed segment 59e always meshing with the segment 59.

Referring now particularly to Figs. 6 and 10, the transmission side casing 60 is provided with a plurality of suitable bearings one of which is shown at 'i6 for receiving the reciprocating and oscillating rack or actuating shaft D.

This actuating shaft D has a series of teeth forming a rack adapted to be brought into operative association with each of the gear segments these racks being designated at 11, 18, 19 and 80. From Fig. 6 it will be noted that the racks are longitudinally spaced along the shaft D and that they are also spaced circumferentially of the shaft whereby upon progressive rotation of the shaft only one of the racks will engage its associated gear segment at any time. In Figs. 6 and 12 it will be noted that the shaft D is positioned so that the third speed rack is in position for operating the third speed gear segments 59a and when the shaft D is moved to the right as viewed in Fig. 6 the lever 55 will be rocked by the intermediate lever 59b on its pivot 56 to move the clutch member 5| into clutching engagement with the third speed drum 50 to thereby cause the drive to take place through the transmission in the third gear ratio or direct drive. It will furthermore be noted that with the third speed rack 80 in the position illustrated, the remaining racks 11, 18 and 19 are free from engagement with their respective associated gear segments 15, 15- and 15b. From Fig. 7 it will be noted that the shaft D has a space 8| longitudinally between the reverse rack 11 and the first speed rack 18, this space being designated as the neutral space so that when the shaft ispositioned with the space 8| facing the gear segments (when shaft D is rotated approximately 180 from the positiony which time the various braking devices 32, 33, 34 and 35 are released.

In order to selectively rotate the shaft D for selectively engaging the racks thereof with the respective gear segments and also for axially operating the shaft in the various positions of selective adjustment, the following mechanism is provided.

Forwardly adjacent the third speed rack 80, the rack D is provided with a circular rack or gear 82 meshing with the segmental rack 83 rotatable with a shaft 84 journalled in the casing member 85. The shaft 84 has fixed thereto, outwardly of the transmission casing, a lever 86 pivotally engaged by ay rod 81 which, as best shown in Fig. 1,\ extends forwardly for pivotal connection at 88 with a lever 89 secured to a tubular shaft 90 which is rotatably journaled at its lower end by a support bracket 9| (see Figs.

4 and 5) suitably attached to the usual post 9E for the vehicle steering wheel 93. The hollow shaft 90 (see Figs. 2 and 3) extends upwardly adjacent the steering post to the manually controlled device E for selectively controlling or manipulating the transmission speed ratios as will be presently more apparent.

Returning' now to Fig. 10, the selector rack shaft D extends forwardly of the circular rack 82 and has an annular groove 94 adapted to receive the flange 35 of the fluid pressure operating piston 96 which reciprocates in the cylinder 91 formed in the casing.v The piston 38 provides the actuating member of the power operating means G for moving shaft D under power to engage the brake bands. The rack shaft groove 94 provides the terminal shoulder 98 for shaft D, the piston flange 95 being open at 93 as best shown in Fig. 15 whereby the piston 96 may be readily attached to rack shaft D for movement as a unit therewith.

For yieldingly urging the rack shaft D to the left or forwardly to release the speed ratio controlling devices, we have provided prime mover means F preferably in the form of a compression coil spring |00 surrounding the forward end of rack shaft D and acting on piston 96 at the spring receiving annular recess |01 formed in the piston. The spring |00 has a fixed abutment provided by the abutment cup |02 anchored to the cylinder 91 by a spring ring |03.

The piston 96 has the flexible sealing cup |04 adapted to seal the piston against escape of the fluid rearwardly of the cylinder 91, the cup |04 bearing against` the walls of the cylinder under the action of the fluid pressure introduced to the pressure chamber |05. The cup |04 is held in place by theA forwardly extending piston shank |06 and the cup retaining member |01 carried thereby, the forward end of the cylinder being closed by a plug |08. Fluid, such as oil, un der pressure is introduced to the pressure chamber |05 through a passage |09 leading to the valve controlled chamberor cylinder ||0 which slidably receives the fluid pressure supply controlling valve The cylinder ||0 is supplied with oil under pressure through a passage ||2 closed at one end by a plug ||3 and receiving oil by a conduit Ill leading (see Fig. 6) to the delivery side of a suitable pump ||5 herein illustrated as a well-known gear type pump. The pump is .driven from its location in the oil storing sump `fluid impeller 2|.

'I'he valve has outer and inner cylinder bearing portions ||9 and |20 respectively and an intermediate reduced portion |2| always in communication with the supply passage I2. A spring |22 yieldingly urges valve |2| outwardly tending to establish communication between supply and delivery passages ||2 and 09. In the drawings, the parts are shown in their positions for operating the third or direct speed controlling device 34, the fluid pressure being cut on' from chamber by the valve portion ||9 lying between passages ||2 and |09 as shown in Fig. 1l. When valve moves outwardly under manual control by action of spring |22, the reduced valve portion |2| affords communication between passages ||2 and |09 to supply fluid pressure from pump ||5 to operate piston 96 and selector rack shaft D rearwardly for actuating one of the speed ratio controlling devices 32, 33, 34 or 35 depending on the rotative selective adjustment of selector rack shaft D as will be presently more apparent. With the valve in the position of cut-oil illustrated in Fig. il, the pressure chamber |05 is vented to the oil sump, generally indicated at |23 in Fig. l1, by a passage |24 opening outwardly to a. chamber |25 which in turn is open to cyllnder H0, the valve having a cut away portion |26 which, in such position, affords communication between passage |09 and chamber |25. It will be understood that when valve 'is movedl inwardly compressing spring |22 to its fluid pressure supply position, the valve portion ||9 closes communication between passage |09 and `chamber |25.

' The function and operation of the manually controlled selector mechanism E in relation to the selector rack shaft rotating means 83 and the rack reciprocating means G and F may now be further described.

Pivotally attached to the outer end of valve I by a pin |21 is the forked end |28 of a lever |29 (see Fig. 6) which is fixedto a pivot shaft |30, the shaft having also fixed thereto intermediate its ends a lever |3| having arms |32 and |33 respectively formed with or carrying an arcu- 'ate slot |34 and a pivot pin |35. The function of slot |34 will be presently referred to.

Slidably engaging pin |35 is the slot |36 of the end member |31 connected to Bowden wire mechanism |38. When wire |38 is moved rearwardly from the Fig. 6 position it will be apparent that spring |22 will act on valve to move the latter outwardly, levers |29 and |3| swinging counterclockwise as far as permitted by the movement of slot |36.

The Bowden wire |38 (see Figs. 1 5) extends forwardly and upwardly through the hollow shaft 9T? and through the axial passage |39 of the support member I40,lthe wire having an enlarged upper end |4|. The member |40 is fixed to shaft 90 at |42 and passes through the bottom wall or oor |43 of the hollow casing |44, the latter encircling the steering post 92 for support and being attached thereto as at |45. The member |40 has a casing portion |46 shouldered to seat on floor |43, the upper end of shaft 90 bearing on the outer face of floor |43. 'I'he portion |46 has laterally projecting pins |41 pivoting the inner forked end of a selector arm or lever |48 which projects outwardly through the casing opening |49 to provide a hand grasping end |50 within convenientreach of the operator.

The floor |43 carries an arcuate strip |5| having a series of holes |52, |53, |54, |55 and |56 adapted to selectively receive the downwardly extending lever iinger |51 whereby lever |40 may be selectively positioned for first speed, second, direct, neutral and reverse. In Fig. 2 these speed positions are abbreviated as 2, 3, N and R.

Mounted on lever 48 by a bracket |58 is a lever |59 pivoted at |60 to the bracket and adapted for movement with and relative to the selector arm |48 within casing |44. 'I'he inner end of lever |58 has an opening |8| through which the Bowden wire |38 projects, the aforesaid enlarged end |4| seating on the upper face of lever |58. The outer end of lever |59 slidably bears against the under arcuate face of an abutment member |62 secured at |63 to casing |44, a spring |84 acting between levers |48 and |59 tending to separate these levers at the spring seats thereon. Lever |49 has a pointer |65 cooperating with the aforesaid speed indicating markings on the casing to readily advise the operator of the desired registration of finger |51 with the holes of strip |5|.

In operation of the selector mechanism E, for changing the transmission speed ratio, the operator first lifts lever |46 to disengage finger 51 from one of the holes of plate |5|, the outer end of lever |59 striking abutment |62 causing lever |59 to swing about pivot |60 compressing spring |64 and pulling Bowden wire |38 upwardly at the end |4| thereof. This position of parts is illustrated in Fig. 3, lever |48 having moved from the dotted line position |48'. When wire |38 is thus pulled, levers |3| and |29 (see Fig. 6) are swung clockwise, moving valve inwardly to compress spring |22 (see Fig. 1l) and vent chamber |05. At such time the spring |00 moves selector raek shaft D forwardly releasing whichever one of the speed ratio controlling' devices was in operation prior to lifting the selector arm |48. It will be understood that if the selector arm was engaged with the neutral hole |55 prior to the aforesaid lifting operation, then the selector rack shaft D will move forwardly without operating during such movement to release any of the controlling devices 32 to 35, such devices having been already released in such instance.

After lifting arm 48 to the Fig. 3 position the operator may now release the lever to again restore the previous setting although ordinarily when arm |48 is .lifted a new condition of setting of the transmission is desired. Therefore, while holding the arm |48 raised, the operator then swings the arm to the desired new setting. Assuming for illustration that direct speed is now desired, the operator swings lever |48 to align indicator |65 with "3 and then releasesthe arm to engage finger |51 with the third speed hole |54. In order to illustrate a typical condition, our drawings show the parts just prior to release of arm |48 for obtaining this direct drive.

When arm |48 is swung as aforesaid, the arm pivots about the axis of shaft 90 and member |40,

rotating shaft 90. Rotation of this shaft operates through link 81 and segment 83 to rotate the selector rack D relative to piston 96 to bring the third speed rack into mesh with tooth 59' of the operating mechanism for the clutch 5|. It might be stated more clearly at this point that if any other setting of arm |48 had been made, the corresponding rack 11, 18 or 19 would have been meshed with the corresponding segmental gears 15, 15a or 15b but only one at a time. Likewise if neutral had been selected all segmental gears including the third speed tooth 59a would be free of the selector rack teeth, space 8| (see Fig. '7) being presented toward the segmental gears, whereby rearward movement of the rack under fluid pressure operation would not actuate any of the speed ratio controlling devices.

Returning now to the aforesaid illustrative operation and with arm |48 swung to the third speed position, the operator now releases the arm under the influence of spring |64 whereby the valve spring |22 moves valve outwardly operating through levers |29 and 3| to pull Bowden wire end |4| downward, the inner end of lever |69 resting on the top of member portion |46 (see Fig. 3). Outward movement of valve admits fluid pressure from the pump I6 to act on piston 96 to move the selector rack shaft D rearward and engage the clutch 5| of the third speed device 34. The motor vehicle is now driven in third speed, the fluid clutch B smoothly adjusting the engine A to the new driving conditions without shock or Jolt.

The motor vehicle may be driven in direct as long as desired, the fluid pressure on piston 96 maintaining the selector rack shaft D rearward against the compression of spring 00.

When a new gear ratio is desired the operator merely lifts arm |48 to release the third speed device 34 by reason of the release of uid pressure on piston 96 whereby selector rack shaft D moves forwardly by spring power, the arm |48 being*l swung to a new position to selectively rotatably adjust the selector rack shaft D. When arm |48 is released, the pressure is restored to operate the selector rack shaft D and the newly selected speed ratio controlling device or else a neutral condition of no drive.

While the operating mechanism aforesaid may be used without our auxiliary controlling devices, we preferably provide one or both of such devices, especially where fluid pressure is used to operate the selector operating rack shaft D.

Referring ilrst to the auxiliary manual controlling means for operating at least one of the speed ratio controlling devices independently of the fluid pressure supply and preferably also independent of the selector rack shaft D, we have illustrated such auxiliary or supplemental control in the form of a hand operated hand |66 (see Fig. 1) conveniently located at the usual instrument board or dash panel |61 of the drivers compartment. However, the manual control |66 may be foot operated and located at any desired position of access as will be readily understood. The handle |66 is preferably adapted to control the third speed controlling device 34 and to this end (see Fig. 6) the aforesaid lever abutment 55b forms the lower arm of a lever |68 pivotally supported at |69 and normally held against an adjustable abutment |10 by a spring 1|.

Secured to lever |68 is a Bowden wire |12 extending forwardly and upwardly for attachment to the plunger portion |13 of handle |66. Plunger |13 is slidably mounted in a dash bracket |14 provided with spaced notches |15, |16 adapted for selective registration with a detent |11 yieldingly urged toward the notches by a leaf spring |18. The plunger |13 has an axial bore |19 slidably receiving a latch operating rod which extends rearwardly from handle |66 to provide a button end 8|, a spring |82 urging rod |80 rearwardly to the Fig. 1 position.

Detent |11 has an opening |83 adapted to slidably receive rod |80 when aligned with bore |19, the rod having a forwardly bevelled end |84 projecting into opening |83. Rod |80 has its movements limited by a screw stop |85 operating against the ends of a slot |86.

With the parts positioned as shown in Fig. 1 and assuming that the operator desires to effect a direct drive through the transmission independently of the mechanism operated by the iiuid pump H5, the button |8| is first pushed to cause rod |80 to release detent |11 from notch |15I handle |66 then being pulled while releasing button |8| until detent |11 enters notch |16.

Pulling handle |66 operates through the Bowden wire |12 to swing lever |68 on its pivot |69 and thereby operate lever extension 55 to engage the third speed cone clutch 5| for the desired direct drive through the transmission. If the selector arm |48 is positioned at third speed (assuming the pump pressure system to have failed for some reason) the effort at handle |66 in overcoming spring |00 may be obviated by first adjusting arm |48 to any other of its positions whereby tooth 59'L will clear the third speed rack 80 of the selector rack shaft`D.

'Ihe arm |46 is preferably adjusted to its neutral position prior to operation of the handle |66 since, in such event, the auxiliary control can then operate entirely independently of the main system regardless of whether or not the main system is in operating condition.

When itis desired to release the auxiliary third speed drive, the operator pushes button |8| to release the detent 11 followed by a pushing of handle |66 to restore the parts to the positions indicated in Figs. 1 and 6.

Referring now to our auxiliary manually controlling means for the fluid pressure supply to selector rack operating means G, We have provided means for actuating the valve independently of actuation thereof in response to movement of the selector arm |48. We preferably provide a manually operable element in the form of a foot pedal which may be arranged adjacent the conventional brake pedal and substituted for the conventional clutch pedal of conventional vehicles. By providing a fluid type clutch B, the use of a. clutch pedal is of course rendered unnecessary and we prefer to use the conventional clutch pedal location for our auxiliary fluid pressure supply control. While such control may be hand operated or at any convenient point for manual operation by foot or by hand, our above suggested location is of advantage in that a driver accustomed to depressing a clutch and a brake pedal to release the engine drive and stop the vehicle may follow this practice to accomplish the same result with our transmission control arrangement.

Referring particularly to Figs. 1, 1A and 6 a portion of the usual motor vehicle toe board is illustrated at |81 supporting the usual engine accelerator pedal |88 and the customary brake pedal |89. 'Ihe conventional clutch pedal is replaced (or used for our novel purpose) by a pedal |90 pivoted at |9| to one arm of the bell crank lever |92 which is pivotally supported at |93. The other arm of lever |92 pivotally operates a link |94 which (see Fig. 6) has its rearwardly extending end operating in the arcuate slot |34 of lever arm |32.

In operation, when pedal |90 is depressed the link |94 is thrust rearwardly to actuate lever |3| and move valve inwardly to vent the chamber |05 and allow spring 00 to move the selector rack shaft D forwardly to release any speed ratio controlling device which may have been in condition of operation in effecting a drive through the transmission. Thus, the effect of depressing the pedal |90 is to release any drive without disturbaiaasos ing the position of selectorarm |40. On release of pedal |90, spring |22 acts to restore'valve ||i and pedal |90, the fluid pressure acting on piston -96 to restore any speed ratio drive which may have been in operation assuming, of course, that the operator does not manipulate selector arm |40 into a new setting of speed ratio drive or neutral between the movements of actuation and release of pedal |90. Obviously, the selector' rack shaft D will respond to a new setting while pedal |90 is depressed.

In Fig. 6 it will be remembered that the parts are illustrated for the Fig. 3 position of arm |46 wherein the arm is ready for downward release to permit valve spring |22 to move lever |3| counterclockwise so that normally the rear end of link |94 will be in a position at the rear end of slot |34 ready to move lever |3| as soon as pedal |90 is depressed. In such normal `position movement of lever |3| and valve by arm |48 may be brought about independently of its movement by pedal |90 and vice versa. It will be understood that control of the transmission may be normally eiIected without operation of pedal |90.

In order to limit rotation of the various screw shafts 10, 10 and 10b when the shaft D is operate ed forwardly in releasing the respectivebraking devices 35, 32 and 33 and to thereby maintain proper alignment for entry of the teeth of racks 11, 18, and 19 with the respective segmental gears 15, 15a and 15b, each of the aforesaid screw shafts is provided with a downward extension |95 illustrated in Figs. '1 and 8. Carried by the side casing 60 are a plurality of adjustable set screws |96 with associated lock nuts |91. Each extension |95 carries a lever |99 engaging a screw |96 when rack shaft D moves entirely forwardly.` During the forward releasing movement of shaft .D, whichever of the screw shafts 10, 10* or.10b is engaged with shaft D is rotated substantially ninety degrees to move its lever |99 clockwise as viewed in Fig. 8 away from its associated screw When either of the screw shafts is operated by rearward movement of shaft D to rotate any of the screw shafts in a counterclockwise direction as viewed in Fig. 8, the lever |98 of such screw shaft is rotated through substantially ninety degrees'into limiting contact with a screw |96. In this manner proper alignment is maintained between the racks 11, 19 and 19 -with the teeth of the associated segmental gears 15, 15a and 15b respectively. 'Ihe adjustment |10 for lever abutment 55h serves a similar purpose for the third speed tooth 59a. A removable bottom cover plate 60C removably secured to the transmission casing by fasteners |50d provides convenient access to screws |96.

In order to prevent any possibility of the shaft D being moved rearwardly to engage more than one of the racks thereof with the respectively associated segmental gears for operating the various braking devices, and also for maintaining the desired alignment of the shaft D with respect to the associated segmental` gears operatedthereby We have provided the mechanism illustrated in Figs. 6 and 14. The shaft D has a bearing portion |99 adjacent the rear end of the rack 11, this bearing portion being slidable through a fixed bushing 200 formed with a seriesof circumferentially spaced, longitudinally extending splines or slots These slots receive corresponding projections or splines 202 of shaft D Whenever the shaft is properly rotatably adjusted to actuate only one of the segmental gears of v the speed ratio controlling devices .orl for neutral.

A small clearance 202* `('see Fig. 14)A is provided between-splines land slots 20| within the limits of rotation of shaft D for engaging only one rack Aand segmental gear at a time, the clearance 202Il facilitating. operation of shaft D for very minor inaccuracies in rotative adjustment of the shaft. To facilitateV entry of the shaft splines 202 into grooves 20| to correct any improper rotative shaft adjustment which may occur unless such shaft adjustment is too much in error as may occur by improper' tampering with the mechanism or through breakage of some part, the leading side faces of'splines 202 `may be bevelled at 202 to permit entry of the splines into the grooves by imparting a corrective rotation to the shaft D.

In order to adjust the clearance of any brake band 36 with its drum 31 so that each brake lining 36 may properly engage its drum 31 without requiring undue rearward movement of shaft D we have provided the adjusting means illustrated in Figs. '7 and 9. This adjusting means also provides a convenient method of taking up excessive band wear at any braking device. It will be understood thatband wear willbe slight since the bra-ke bands -grip quickly without much slippage, the vfluid clutch B providing the momentary slipy page during speed lratio changes.

'I'he Vspline for each nut 66 is provided by an inverted U-shaped clip 203 which is adapted to engage diametrically aligned slots 204 of a nut 66 and also apair of slots 205 or 206 of the bracket opening 64. These slots 205 and 206 are arranged A in relation to slots 204 so that a relative rotative adjustment between nut 66 and opening |54y may be provided for rotation of the nut equal to half the distancekbetween adjacent slots 204 as will be readily apparent from Fig. 9. A top cover plate 60a removably attached to the transmission casing by fasteners 60b provides convenient access to effect the adjustment of the U-shaped members 203. f

The forward releasingmovement of rackv` shaft D is limited by the adjustable plug |06 while the rearward operating stroke of shaft D is limited by engagement of one of the bands 38 with a drum 31 or by engagement of the third speed cone 5|A with its drum 50. The rearward stroke of shaft D in the case of aneutral setting, or in other instances Where excessive band wear may have occurred without adjustment, the shaft is limited in its movement by engagement of piston 96 with the spring abutment cup |02.

Various modifications and changes will be apparent from the teachings of our invention, as set forth yin the appended claims, and it is not our intention to limit our invention to the particular detalls of construction and operation shown and described for illustrative purposes.

What we claim is:

1. In a motor vehicle planetary gear transmission having-a plurality of speed ratio controlling braking devices, means operably associated with each of said controlling braking devices for actuating said braking devices, an adjustable operating element adapted for selective operative connection with said actuating means for applying braking force selectively to said controlling braking devices, means for mounting said operating element for reciprocation along and for rotation about a common axis, manually operated means for selectively rotatably adjusting said operating element, a plurality of prime mover power operating means, one of which includes a spring, for

actuating said operating element in its opposite directions of reciprocatory movement respectively. and manually operated means for controlling the operation of each of said power operating means.

2. In a motor vehicle transmission having a plurality of speed ratio controlling devices, means operably associated with each of said controlling devices for actuating said devices, an adjustable rack shaft adapted for selective aperative connection with said actuating means for said controlling devices, said rack shaft having a plurality of groups of rack gear teeth arranged longitudinally thereof, each of the actuating means for said controlling devices including a gear toothed member adapted for engagement with the teeth of one of said groups of rack teeth, manually operated means for selectively adjusting said rack shaft, and power operating means for reciprocating said rack shaft, said power operating means including a spring for moving said rack in one of its reciprocating directionsof movement.

3. In a motor vehicle transmission having a plurality of speed ratio controlling devices, means including a gear toothed member operably associated with each of said controlling devices for actuating said devices, an adjustable shaft having a plurality of groups of rack gear teeth re:` spectively adapted for selective operative connection with the gear toothed members of said actuating means for said controlling devices, manually operated means for adjusting said shaft for selectively operably connecting said groups of rack teeth respectively with the gear toothed members of said actuating means, and power operating means including a spring for actuating said shaft.

4, In a motor vehicle transmission having a plurality of speed ratio controlling devices, means including a gear toothed member operably asso- .,m* ciated with each of said controlling devices for actuating said devices, an adjustable shaft having a plurality of groups of rack gear teeth respectively adapted for selective operative connection with the gear toothed members of said actuating means for said controlling devices, manually operated means for rotating said shaft for selectively operably connecting said groups of rack teeth respectively with the gear toothed members of said actuating means, and power operating means for axially reciprocating said shaft includ- 'ing fluid pressure means for moving said shaft axially in one direction and spring means for axially moving said shaft in its opposite direction.

5. In a motor vehicle transmission having a plurality of speed ratio controlling devices, means including a gear toothed member operably associated with each of said controlling devices for actuating said devices, an adjustable shaft having a plurality of. groups of rack teeth respectively adapted for selective operative connection with the gear toothed members of said actuating means for said controlling devices, manually op-4 erated means for adjusting said shaft for selectively operably connecting said groups of rack teeth respectively with the gear toothed members of said actuating means, and power operating means including a spring for moving said shaft.

6. In a motor vehicle transmission having a plurality of speed ratio controlling devices, means operably associated with each of said controlling devices for actuating said devices, `an adjustable operating element adapted for selective operative connection with said actuating means, said controlling devices, iiuid pressure operating means for operating said operating element in its posiamaaoa tions of selective adjustment thereby to selectively provide speed ratio drives through the transmission, manually controlled selector means for controlling said iiuid pressure operating means and for adjusting said operating element selectively to its positions ot adjustment subsequently to said control of said fluid pressure operating means, and power operating means for actuating said operating element in opposition to said fluid pressure operating means.

7. In a motor vehicle transmission of the planetary gear type having a plurality of speed ratio controlling braking devices, power operated means for selectively operating said controlling braking devices, and manually operated means for selectively controlling operation of said controlling braking devices by said power operated means, a spring, said manually operated means including a rack shaft operated by said spring and being adjustable to selectively establish an operating connection between said power operated means and said controlling braking devices.

8. In a motor vehicle transmission having a plurality of speed ratio controlling devices, power operated means for selectively operating said controlling devices, and manually operated means for selectively controlling operation of said controlling devices by said power operated means, said manually operated means including a rack shaft adjustable to selectively establish an operating connection between said power operated means and said controlling devices, said rack shaft having a plurality of groups of rack gear teeth for respectively operating said controlling devices, said power operated means acting through said rack shaft to selectively operate said controlling devices, and a spring acting in opposition to said power operated means.

9. In a motor vehicle transmission having a plurality of speed ratio controlling devices, fluid power operated means for selectively operating said controlling devices to provide selective speed ratio drives through the transmission, an adjustable element adapted to selectively establish an operating connection between said duid power operated means and said controlling devices, and manually operated selector, means for adjusting said adjustable element selectively to its positions of adjustment subsequently to exercising a control on said fluid power operated means.

10. In a motor vehicle planetary transmission having a plurality of speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means for resisting rotation of each of said drums, means operably associated A with each of said braking means and adapted to actuate the respective braking means, an adjustable rack shaft adapted for selective operative connection with said actuating means, manually operated means for selectively adjusting said rack shaft, and power operating means including a spring for actuating said rack shaft,

11. In a motor vehicle planetary transmission having a plurality of speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means for resisting rotation of each of said drums, means including a gear associated with each of said braking means and adapted to actuate the respective braking means, an adjustable shaft having a plurality of racks respectively adapted for selective operative connection with said actuating means, manually operated means for rotatably adjusting said shaft to selectively engage said racks with said gears respectively, and power operating means including a spring and a fluid pressure device for alternately reciprocatingv said shaft to selectively actuate an release said braking means.v

12. In a motor vehicle planetary transmission' ated therewith, power operating means includlng a fluid pressure device and a spring for alternately actuating said shafts, and manually operated means for selectively controlling actuation of said shafts by said power means.

13. In a motor vehicle planetary transmission having a plurality of speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means for resisting rotation of each of said drums, a shaft for each of said braking means, each of said shafts having oppositely threaded portions, means threadedly connected to said threaded portions of each of said shafts and adapted on rotation of said shafts to actuate the braking means respectively associated therewith, a gear carried by' each of said shafts, an

adjustable rack shaft adapted f or selective operable connection to said gears, manuallycontrolled selector means for selectively adjusting said rack shaft, and power means for actuating said rack shaft in its positions of adjustment for selectively operating said braking means, said selector means including a manually actuable control element adapted t adjust said rack shaft and to also control the operation of said power means. l

14. In a motor vehicle transmission having a plurality of speed ratio controlling devices, selector operating means for actuating said devices, powerl operating means including a valve controlled uid pressure device for operating said selector operating means, and a plurality of independently operable manualY controlling ymeans for actuating said valve to control the operation of said fluid pressure device.

15. In a motor vehicle transmission of the planetary gear type having a plurality of speed ratio controlling braking devices, means operably associated with each of said controlling devices for actuating said devices, an adjustable operating element adapted for selective operative connection with said actuating means for said controlling devices, manually controlled means for selectively adjusting said operating element, a cylinder, a piston operating in said cylinder, means operably connecting said piston and said operating element, means for admitting a fluid under pressure to said cylinder for causing said piston to actuate said operating element in one direction of movement thereof to selectively apply said controlling braking devices, and spring means for restoring said piston to thereby actuate said operating element in a direction substantially opposite to that aforesaid to release said controlling braking devices.

16. In a motor vehicle transmission having ia plurality of speed ratio controlling devices, means including a rotatable and reciprocating shaft for selectively operating said devices, said shaft having a plurality of circumferentially and axially spaced members carried thereby for respectively actuating said devices, means for selectively rotating saidl shaft to adJust said members thereof into position for actuating said devices respectively, means forreciprocating said shaft in its said positions of rotative adjustment, and safety means Ainsuring proper rotative positioning of said shaft to prevent a plurality of said shaft members from actuating a plurality of said devices at any one time during an axial movement of said shaft, said shaft means including a guide having a shaft receiving portion, said shaft having a portion thereof adapted to alternately enter and clear said guide portion during reciprocation of said shaft, one of said portions having a plurality of slots and the other having a plurality of projections registerable with said slots when, said shaft is properly rotatably positioned as aforesaid.

17. In a motor vehicle transmission having a plurality of planetary gear sets and associated rotary control elements adapted to be braked, braking means for said rotary elements, means including a power operator for actuating said braking devices, means effecting selective operating connection between said power operating means and said braking means, and manually operable controlling means for said selective connecting means and said power operating means, said manually operable means including a selector lever mounted for successive swinging movements in a plurality of different directions whereby to successively control said power operating means and said selective connecting means in effecting the release of one of said braking means and the actuation of another.

18. In a motor vehicle transmission having a plurality of planetary gear sets and associated rotary control elements adapted to be braked, braking means for said rotary elements, means including a power' operator for actuating said braking devices, means effecting selective operating connection between said power operating means and said braking means, and manually operable controlling means for said selective connecting means and said power operating means, said manually operable means including a selector lever mounted for successive swinging movements in a plurality of different directions whereby to successively control said power operating means and said selective connecting means in effecting the release of one of said braking means and the actuation of another, said manually operable controlling means further including a second lever pivotally mounted on -said selector lever and adapted for pivotal movement in response to one of said swinging movements of said selector lever.

V19. In a planetary transmission having a plurality of planetary gear sets and controlling devices therefor, manually controlled means for selectively operating said controlling devices, and auxiliary manually controlled means for operating at least one of said devicesl independently of the first` said manually controlled means, said auxiliary means including a manually operable element and operating connections between said element and one of said devices, yielding means opposing operation of said manually operable element, and latch means for releasably holding said manually operable element in its operative position, said yielding means acting to move said manually operable element to its inoperative position when said latch means is released.

20. In a power transmission having a plurality of' speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, means for mounting said element for multiple directional movement when said element is adjusted from one of said stations to another, power operating means for selectively operating said devices, selector operating means providing selective operative connection between said power operating means and said devices, means for eifecting operation of one of said operating means in response to movement of said element in one of said multiple directional movements, and means for effecting operation of the other of said operating means in response to movement of said element in another of said multiple directional movements.

21. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, means for mounting said element for multiple directional movement when said element is adjusted from one of said stations to another, power operating means for selectively operating said devices, selector operating means providing selective operative connection between said power operating means and said devices, and a plurality of" means operably connected to said element for respectively effecting operation of said power operating means and said selector operating means in response to movement of said element from one of said stations to another.

22. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, means for mounting said element for multiple directional movement when said element is adjusted from one of said stations to another, fluid pressure operating means for operating said devices, selector operating means providing selective operative connection between said power operating means and said devices, valving means controlling iiuid pressure supply to said fluid pressure operating means, means for eifectlng operation of one of said operating means in response to movement of said element in one of said multiple directional movements, and means for effecting operation of the other of said operating means in response to movement of said element in another of said multiple directional movements.

23. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, means for mounting said element for multiple directional movement when said element is adjusted from one of said stations to another, fluid pressure operating means for operating said devices, selector operating means providing selective operative connection between said power operating means and said devices, valving means controlling fluid pressure supply to said fluid pressure operating means, and a plurality of means operably connected to said element for respectively effecting operation of said valving means and said selector operating means in response to movement of said element from one of said stations to another.

24. In a. power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, means for mounting said element for multiple directional movement when said element is adjusted from one of said stations to another, power operating means for selectively operating said devices, selector operating means providing selective operative connection between said power operating means and said devices, means for effecting operation of one of said operating means in response to movement of said element in one of said multiple directional movements, means for effecting operation of the other of said operating means in response to movement Yof said element in another oi' said multiple directional movements, and a spring opposing operation of said power operating means.

25. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, uid power operating means for selectively operating said devices to provide selective speed ratio drives through the transmission, an adjustable selector operating member adapted to selectively provide an operating connection between said uid power operating means and each of said devices, and means responsive to movement of said selector element from one of said stations to another to control said fluid power operating means and to selectively adjust said operating member. 26. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, fiuid power operating means for selectively operating said devices, an adjustable selector operating member adapted to selectively provide an operating connection between said fiuid power operating means and each of said devices, and means responsive to movement of said selector element from one of said stations to another to selectively adjust said operating member and thereafter effect an operating control on said fluid power operating means.

27. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, fluid power operating means for selectivelyl operating said devices, an adjustable selector operating member adapted to selectively provide an operating connection between said fiuid power operating means and each of said devices, and means responsive to movement of said selector element from one of said stations to another to first release operation of said fluid power operating means and then to selectively adjust said operating member and restore operation of said fluid power operating means.

28. In a power transmission of the planetary gear type having a plurality of speed ratio controlling braking devices for selectively establishing variable drives through planetary gear trains, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said braking devices, means for mounting said element for multiple directional movement when said element is adjusted from one of said stations to another, power operating means for selectively applying braking force to said braking devices, selector operating means providing selective operative connection between said power operating means and said braking devices, means for effecting operation of one of said operating means in response to movement of said element in one of said multiple directional movements, and means for effecting operation of the other of said operating means in another of said multiple directional movements.

29. In a power transmission of the planetary gear typehaving a plurality of speed ratio controlling braking devices for selectively establishing variable drives through planetary gear trains, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said braking devices, fluid power operating means for selectively operating said braking devices, an adjustable selector operating member adapted to selectively provide an operating connection between said fluid power operating means and each of said devices, and means responsive to movement of said selector element from one of said stations to another to release said fluid power operating means and to selectively adjust said operating member.

30. In a motor vehicle planetary gear transmission having a plurality of speed ratio controlling braking devices for the planetary gear trains of the transmission, selector operating means for applying braking force selectively to said devices, power operating means including a valve controlled iluid pressure device for operating said selector operating means, and a plurality of independently operable manually controlling means for actuating said valve to control the operation of said iluid pressure device.

31. In a motor vehicle planetary gear transmission having a plurality oi' speed ratio controlling braking devices for the planetary gear trains of the transmission, selector operating means for applying braking force selectively to said devices, power operating means including a valve controlled fluid pressure device for operating said selector operating means, and a plurality of independently operable manually controlling means for actuating said valve to control the operation of said fluid pressure device, one of said plurality of manually controlling means including a manually adjustable selector controlling element, and further including means for adjusting said selector operating means in response to adjustment of said selector controlling element.

32. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, means for mounting said element for multiple directional movement when said element is adjusted from one of said stations to another, fluid pressure operating means for operating said devices, selector operating means providing selective operative connection between said power operating means and said devices, valving means controlling fluid pressure supply to said fluid pressure operating means, and a plurality of means operably connected to said ele.- ment for respectively effecting operation of said valving means and said selector operating means in response to movement of said element from one of said stations to another, and manually controlled means for operating said valving means independently of the operation thereof in response to said movement of the adjustable selector element.

33. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary elements and associated controlling devices adapted to provide a plurality of speed ratio drives differing from a direct drive through the transmission, clutching means providing a direct drive through the transmission,

a lever ior operating said clutching means, means l actuating said lever to operate said clutching means to vary the speed ratio drive through the transmission, and auxiliary manually controlled means for actuating said lever to operate said clutching means to provide said direct drive through the transmission independently of the operation of said clutching means by said manually controlled power operating means.

34. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary elements and associated controlling devices adapted to provide a plurality of speed ratio drives differing from a direct drive through the transmission, clutching means providing a direct drive through the transmission, a lever for operating said clutching means, a manually adjustable selector element, powerl operating means responsive to adjustment of said selector element for selectively operating said controlling devices and for actuating said lever to operate said clutching means to vary the speed ratio drive through the transmission, and manually controlled operating means for actuating said lever to operate said clutching means independently of said operation of said clutching means in response to manual adjustment of said selector element.

35. In a motor vehicle transmission of the planetary gear type having a plurality of planetary gear operated rotary elements and associated controlling devices adapted to provide a plurality of speed ratio drives through the transmission, a selector operating element, manually controlled power operating means for selectively operating said controlling devices through the intermediary of said selector operating element, and auxiliary manually controlled means for operating one of said controlling devices independently of said manually controlled power operating means. 1

36. In a motor vehicle transmission having a plurality of speed ratio controlling devices, fluid power operating means, an operating member adjustable to positions of selective operative connection with said controlling devices and movable by said fluid poweroperating means in said positions of adjustment to operate a selected controlling device thereby to provide selective speed ratio drives through the transmission, a controlling element manuallyl adjustable to a plurality of stations of transmission control, and means responsive to manual adjustment of said controlling element for adjusting said operating member and for exercising a vcontrol on said iluid power operating means.v

37. In a. motor vehicle planetary transmission having a plurality of planetary gear trains and associated rotary control elements, braking means for each of said control elements, fluid power operating means for selectively applying said braking means, an operating member adjustable to positions of selective operative connection with said braking means and movable by said iluid power operating means in said positions of adjustment to transmit braking force to a selected braking means, a controlling element manually adjustable to a plurality of stations of transmission control, and means responsive to manual adjust'- ment of said controlling element for adjusting said operating member and for exercising a control on said fluid power operating means.

3B. In a motor vehicle planetary transmission having a plurality of planetary gear trains and associated rotary control elements, braking means for each of said control elements, iluid power operating means for selectively, applying said braking means, an operating member adjustable to positions of selective operative connection with said braking means and movable by said fluid power operating means in said positions of adjustment to transmit braking force to a selected braking means, .second power operating means adapted to return said operating member after movement thereof by the first said power operating means for releasing a previously applied braking means, a controlling element manually adjustable to a plurality of stations of vehicle driving transmission control, and means responsive to manual adjustment of said controlling element for adjusting said operating member and for controlling the operation of both of said power operating means.

39. In an engine driven motor vehicle, a planetary gear transmission having a. plurality of rotary control elements and associated engaging devices, a selector element manually adjustable to a plurality of predetermined stations of transmission control, means including a prime mover acting in response to manual adjustment of said selector element for selectively operating said engaging devices to effect a change in the transmission speed ratio, a manually operable control member, and means responsive to manual operation of said control member for controlling the operation of said prime mover for releasing all of said engaging devices independently of manual adjustment of said selector element from any of its said stations.

40. In an engine driven motor vehicle, a planetary gear transmission having a plurality of rotary control elements and associated engaging devices, a selector element manually adjustable to a plurality of predetermined stations of transmission control, means responsive to manual adjustment of said selector element for selectively operating said engaging devices to effect a change in the transmission speed ratio, a pedal, and means responsive to operation of said pedal for releasing any selected engaging device from its associated rotary control element independently of manual adjustment of said selector element from any of its said stations.

41. In a motor Vehicle transmission having a plurality of gear trains and associated rotary elements, a plurality of devices respectively frictionally engageable with said rotary elements for controlling the drives through the transmission, a manually adjustable selector element movable to a plurality of predetermined stations of transmission control, means responsive to said movement of said selector element for causing selective engagement of said devices with said rotary elements respectively, an operator-controlled actuating member, and means responsive to actuation of said operator-controlled member for electing disengagement of any of said devices which may then be in engagement with one of said rotary elements as determined by the station setting of said selector element. l

42. In a motor vehicle transmission having a plurality ofA gear trains and associated rotary elements, a plurality of devices respectively frictionally engageable with said rotary elements for controlling the drives through the transmission, a manually adjustable selector element movable to a plurality of predetermined stations of transmission control, means including a uld pressure operating device for effecting selective engagement ot said devices respectively with said rotary elements in response to said movement of said selector element, an operator-controlled actuating member, and means responsive to actuation of said .operator-controlled actuating member for venting said fluid pressure device to eiIect disengagement of any of said frictionally engaging devices which may then be in engagement with one of said rotary elements as determined by the station setting of said selector element.

43. In a motor vehicle transmission having a plurality oi gear trains and associated rotary elements, a plurality of devices respectively frictionally engageable with said rotary elements for controlling the drives through the transmission, a manually adjustable selector element movable to a plurality of predetermined stations of transmission control, a selector operating rack adjustable to positions of selective operative connection with frictionally engageable devices, iluid pressure means for operating said rack in its said positions of adjustment, and means responsive to adjustment of said selector element from one of said stations to another for adjusting said rack and for controlling operation of said fluid pressure means.

44. In a motor vehicle transmission having a plurality of gear trains and associated rotary elements, a plurality of devices respectively frictionally engageable with said rotary elements for controlling the drives through the transmission, a manually adjustable selector element movable to a. plurality of predetermined stations of transmission control, a selector operating rack adjustable to positions of selective operative connection with frictionally engageable devices, uid pressure means for operating said rack in its said positions of adjustment, motion-transmitting means operably connecting said selector element with said rack for selectively adjusting said rack in response to said station adjustments of said selector element, and means for controlling operation of said uid pressure means in response to said station adjustments of said selector element.

45. In a motor vehicle transmission having a plurality of gear trains and associated rotary elements, a plurality of devices respectively frictionally engageable with said rotary elements for controlling the drives through the transmission, a manually adjustable selector element movable to a plurality of predetermined stations of transmission control, a selector operating rack adjustable to positions of selective operative connection with frictionally engageable devices, fluid pressure means for operating said rack in its said positions of adjustment, an oil pressure pump for delivering oil under pressure to said fluid pressure means, a valve controlling said oil pressure delivery, and means responsive to said station adjustments of said selector element for adjusting said rack and for operating said valve. 46. In a motor vehicle transmission having a plurality of gear trains and associated rotary elements, a plurality of devices respectively frictionally engageable with said rotary elements for controlling the drives through the transmission, power operating means for selectively operating said devices, selector means adapted for manipulation to selectively provide operating connections between said power operating means and each of said devices, a manually adjustable selector element movable to a plurality of predetermined zol ment from one of said stations to another to control said powerY operating means and to manipulate said selector means.

' CARL A. NERACHER.

TENO IAVELLI. 

